Internal-combustion engine.



S.LAKEQ INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR. 27, 1912.

1,096,73Q Patented. May 12, 191% 13 SHEETS-$HEET l.

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APPLICATION FILED APR. 27, 191 2.

Patented May 12, 1914.

13 SHEETS-SHEET 2.

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INTERNAL GOMBUSTION ENGINE.

APPLICATION FILED APR. 27, 1912.

1 95 1 39 Patented. May 12, 1914,

13 SHEETS-SHEET e /O 3 E 4 ZWKZQZP 51 m UWH for f v I attain v -s. LAKE. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR. 27, 1912.

1,096,730. Patented May12, 1914.

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INTERNAL GOMBUSTIOET ENG-I APPLIOATIOK P Fatah-ad May 12,

ED APR. 27, 1912 LOQQQYEG,

13 SHEETS- 5H S. LAKE.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR. 27, 1912.

1,O96,?3@., Pa n ed 111513 121914.

13 SHEETS-SHEET 1o.

INTERNAL UOMBUSTIGN EEGINE.

FILED APB.27,1912,

Patented May 12, 1914.

l3 SHEETSSHEET 11.

Gttmeq -s. LAKE.

INTERNAL GOMBUSTION ENGINE.

APPLICATION FILED APR. 27, 1912.

f3 '96 f 353 Patented. May 12, 1914.

,% OFF H 0N CAM 4' 5 5 7 M5 CAW! 23 is a diagrammatic edge view ofone of the air valve operating cams illustrating the contacting surface for operating the air valves to admit steam into the upper ends of the power cylinders. Fig. 24 is a perspective view illustrating an arrangement for simultaneously operating all of the trip.- ping pins which co-act with the fuel valve operating mechanisms. Fig. 25 is a vertical longitudinal section on an enlarged scale drawn through one of the fuel valves. Fig. 26 isa detail section drawn on a' larger scale on the line 2626 of Fig. 25. Fig. 27 is a sectional elevation of the outer end of said valve. Fig. 28 is an enlarged vertical section drawn through one of the air valves.

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Figs. 29, 30 31, 32, and 33 are diagrammatic views illustrating the various positions of the cams for operating thefuel and the air valves; Fig. 29 showing the position ofthe cams when the engine is at rest; Fig. 30 illustrates'their position for operating only the air valves when starting the engine; Fig. 31 illustrates their position for operating one'fuel valve and one'alr valve whereby to admit the fuel oil at one end of the cylinders and the air at the oppo-j P site ends; Fig.32 illustrates their position when fuel oil only is admitted; and Fig. 3 illustrates their position when fuel oil and steam are admitted. Fig. 34 is a face view of the controlling lever and its connection to the reciprocating shaft for controlling the various positions of the valve operating cams. Fig. 35 is a chart illustrating the various positions o f the cams. Fig. 36 is a diagram of the card of the pistons when the engine is operating under air and fuel oil. Fig. 37 is a diagram of the card of the piston when the engine is operating under fuel. oil and steam. Fig. 38 is a vertical longitudinal section of the fuel feeding pump, illustrating a. mechanism for auto matically controlling the admission of the fuel oil from the pump to the valves when starting-,the engine. section drawn on the line 39-39 of Fig. 38. Fig. 40 is a sectional plan of the'pump.

The engine as shown, is of the vertical type and is preferably built of two or more cylinders and while I have shown it con- ,jstructed with two cylinders, I desire it "understood that the same principle "may be carried out with one cylinder or with a multiplicity of cylinders according to the work for which the engine is designed. I have also shown it of thedoubleacting type, but it, is obvious that the same principle maybe carried out in a single-acting engine. As illustrated, 1 designates the bed-plate or base of suitable design having water circulating chambers for keeping the bearings cool. From the bed-plate or base extend col umns 2 upon the upper ends of which are mounted the power cylinders 3 which rest Fig. 39 is a vertical upon washers 4 supported upon suitable wedge-shape keys 4 held in slots formed in the columns, the cylinders being held firmly upon their seats by nuts 5 that are threaded upon the upper ends of the columns and serve to securely tie the whole engine together. The upper ends of the cylinders are formed with lugs" 3 through which the columns pass as shown. Each cylinder is preferably constructed of an intermediate section 6, and an upper and lower section 7 and 8, respectively, the latter sections. forming the heads of the cylinders and having double walls to providewater jackets in the usual manner. The central or intermediate sections 6 are formed with inner walls 9' that snugly fit against the inner ends of the end sections 7 and 8, and are provided with pluralities of centrally disposed air inlet ports 10 that' extend entirely around the walls, and with outer walls 11 that extend in diverging directions from the upper and lower edges of the ports 10' past the upper and loweredges of the inner walls and terminate in flat flanges which rest upon annular shoulders 12 formed upon the outer walls ofthe end sections 7 and 8 .of the cylinders, thereby providing, with said end sections 7 and 8, annular passage- '95 ways 13 which are thrown into communicatron with the interior of the cylinders through ports 14 and provide exhaust pas sages for the escape of the products of combustionfrom the cylinders. The outer walls 11 terminate at one side of the cylinders in discharge months 15, to which may be connected manifolds'15 which in turn are connected by pipes (not shown) for conveying the exhaust gases to any desired place. The intermediate sections 6 may be water-jack eted if desired and preferably will be so constructed inlarge type of engines.

\Vorking in each cylinder is a power piston 16, each of which has its ends provided with. substantially funnel-shape sections 17 the base portions of which are spaced some distance from the ends of the cylinders so as to provide spaces or recesses 18 between the sections 17 and the endsof the' 'gcylinder,

.which spaces are designed to register with its the air inlet ports of the cylinder gylieri the r piston reaches the end of each strolf thereby. permitting the inlet of scavenging air to said cylinder to clean the same of the products of combustion at each stroke of the pis- As shown (Figs. 4 and 5) the dis-h ton. charge mouth of each section 17 extends" some distance into its cylinder past the exhaust ports 14 and thus serves to carry the incoming scavenging air to a high point in the cylinder before actually entering the same and will thus, owing to its velocity,

enter the cylinder in column formation and shoot upwardly or'downwardly, as the case may be, and be directed against the ends of the cyiinderio f exhaust ports 1%,

the cyliadm's resulting fram have found frnm above described meiima column (if Eli? thrmigh pistons and dei's affords a the exhaust g2 rough the 3022 163 ses which are 11 of the air injevt e-zi iiim ii Q 1 ends of the I" 1 cesses t0 reeei e at 1 the sectiails 11 Win {he air cnmprwaion extreme ends thei waiving! chambers.

section 7 (if each 1,2, the f A ,siun cylin- & depending Emiiow ted to Hie bed- 1111a or 1 a inmsingz 3? 'l fi iiiiiii an air cumpre. base of the i-ngine.

in two seciimis I and 38 p ession of 'ider} n 1 i1 3min imagito Ignite the i: mam mimic-51:12: of the pockets 23.50 1

communism watez' jack; through ports 20' erated in domes and wh before bein i f ders 3 as inafter.

The lower cylinders are former gular casin wh ch and tandem inrlexs are (iambic inders 22 each therein Whii'h {1mm power piston 7' by a COHDPCUZZQ' main cram] bed-plate -12- necting rods pm'fions 1T 2% and operaio 2 tastings '2 i i H a fihreaded ii'si'f flirt-Me?! aouizefs; a? tin-r stir mg-boxes and have fivii' flii'cm'imi seciim :2 formed with warm feeth 2? that are nga into the by Worms carried w. tliv ilmmends .i: :93. nmaient shafts 31 which are inm'nnivii in the said u1m 1'0ym (wings 21 and hm Ir )HID-l pm npsfi'w H20 pi {mi vided with hand be fOi'f'Pti i '1 1w shafts are rotated by rotating the revolved 1i;

Hie 1 .1 is

(ma dirgc" I 011' (ii: .;i J :0 either set up the pm: $4- mil be mitmmiirrzzih Hcawi move the inserted.

Surrmmfimg tu s As 531mm, the ,.,Lcti0-n 38 of the housing is of a greater height than the section 37 thereby providing for the passages or channels 42, and surrounding the semicircular openings at the tops of the sections of the housing the said tops are formed with recesses to receive glands or packing rings 43 to make the joints around the cylinders airtight.

At the forward endof the engine the sections 37 2 and 38 of the housing ar 'formed with extensions 37 and 38 which are mounted air-tight upon an extension 45 of the base 1 so as to provide a compression chamher 46 similar to the compression chambers below the cylinders 22 and carried by the extensions is a three stage air compressor which is employed for furnishing the compressed air used in the various operations of the engine. The compressor consists of a two stage low'compression cylinder 48 which is open at its lower end to the chamber 46'and two high-pressure cylinders 49.

W'orking in the cylinder 48 is a compressing piston 5.0 which is connected by a connecting rod 51 with a counterbalanced crankarm 52 carried at the forward end of the main crankshaft of-the engine. The head of the cylinder is provided with an air inlet opening 47 that is controlled by an in-' wardly opening suction valve 53, and a discharge port 54 that is controlled by an outwardly opening valve 55. The port 54 is connected by a pipe 56 with a receiving tank 57 which is connected at its lower end by a branch pipe 58 with the two high compression cylinders 49, in each of which operate plunger pistons 49 that are carried by the piston 50. The branches 58 of the pipe have check valves to prevent back pressurednto the receiving tank 57 as will be readily un derstood. The high compression cylinders 49 are also connected by pipes360 with a branch pipe 61 that extends to a high pressure receiving tank or reservoir 62, the pipes being also provided with back'pressujre valves to prevent back flow of the air int0ithe cylinders 49 from the tank 62. The compression chamber 46 communicates with the upper end of the cylinder v48 through passages 63 (Figs. 4 and-6)v and ports 64 that open-into the cylinder, which ports are controlled by the piston 50. Air is admitted to the chamber 46 through an opening 65 formed in the front wall 37 of the housing and is controlled by an inwardly opening valve 66. In the operation of the compres sor, as the piston 50 is drawn downwardly,

-'air will be'drawn into theupper end of the cylinder 48 through the opening 47, the valve 53 being opened against the tension of its'spring by the vacuum created in the cylinder, and is held in such position until the piston reaches the end of its stroke when the valve will be automatically seated. At the end of itsdown stroke, the piston will uncover the ports 64, which allow the air that has been compressed in the chamber .46 on the down stroke of the piston to escape into. the upper end of the cylinder 48,

raising the pressure therein above atmospheric pressure, then on the next up or return stroke of the piston the air thus trapped in the upper end of the cylinder will be further compressed and forced into the first receiving tank 57 Now as the piston 50'is forced up in its cylinder 48 the plunger pistons 49 willalso be drawn upwardly in their cylinders 49, which allows the air in the receiving tank 57 to escape into the cylinders 49; then on the succeeding down stroke of the pistons 49' the air thus drawn into the high compression cylinders 49 will be further compressed and forced into the high pressure receiving tank 62, from which it is drawn for use in the engine as will be hereinafter described. It may be stated here that the compression cylinders are provided with water jackets to keep the parts relatively cool and that the receivers actto keep-the air cool and are provided with caps over the ends of the inlet and exhaust pipes to deflect the course of the air and thus separate the moisture from, the air and prevent it being carried ofi into the engine through the pipes connecting said is a fuel port or passage 68, the said ports being thus arranged in pairs areextended through lugs or extensions formed integral with the end sections of the power cylinders, which extensions form connections for the air valves 69 and the fuel valves 70 which 1 5 "control the admission of the air and the fuel through the respective ports to the cylinders.

As shown in Fig-28, the'casings of the air valves 69 are constructed with horizontal sect 1ons 71 which communicate with the air inlet ports 67 of the-cylinders and with vertical sections 72 to each of which is connected one end of an air supply pipe 73 extendmg from a common pipe 74 that extends from the high pressure air tank 62. In the vertical portions 72 of the valve casings are valves 75 which control the passage of the air to the cylinders, thestems 76 of the valves are extended through the'casings and through stutting boxes 77 formed therein and are engaged by push rods 79 to open the 'valves as will be hereinafter described. The;

by springs bonnet-s 80' screwed 'into the outer ends of the vertical sections valves 75 are held to their seats 80 which are carried in of the casings. The inner ends of the horizontal sections of the casings are. fitted with valve casings 81 which carry spring seated back pressure valves 8]. which serve to preprovided with sight openings 123 whereby the action of the oil passing through the glass cylinders may be observed and the proper feeding ofthe oil to the cylinders thus ascertained. The foregoing description, it will be understood, applies to all of the fuel feeding valves and in order'to avoid confusion I have applied only the general reference characters to the several valves throughout the assembled figures of the drawings, and invite attention to the detail figures for the detail of construction.

Briefly, the operation of the fuel valves is as follows: Air is constantly supplied to the valve under a pressure of about 900 lbs.,

and the oilis forced (pumped) in in measured quantities at a pressure of about 1000 lbs, and in such quantities when the engine is working under a heavy load to completely fill the channel in the lower glass cylinder 106, the ports leading therefrom, the channels in the stem of the valve 96 the ports leading therefrom and up into the upper glass cylinder to about half its height. Now

when the fuel is to be injected into the 1 power cylinder the valves 93 and 96 will be drawn from their seats or cracked when owing to the air pressure on the top of the oil in the upper glass cylinder, the oil will be forced out through the contracted nozzle or mouth 96 of the valve 96 against the inner cone end of the plug 89 by which it is deflected, in what might be termed a funnel-shape column toward the base of the cone and is finally-forced out through the channels 90 in the lug and into the cylinder. Simultaneousli with the opening or cracking of the valve 93 the valve 96 will also be cracked to allow the air in the stem of the valve 96 to escape through the end of the valve and striking'against the apex of the cone will he deflected in all directions into and against the column of oil which will break up the oil and spray it into the cylinder in athoroughly disintegrated condition and wherein the vapor will be instantly ignited to drive the piston on its power stroke. cOnstIuctionshoWn and described, that the oil will be forced from the mouth 96' in a hollow funnel-shape column and thatthe air escaping through the central air outlet of the valve 96 will be directed into the hollow column of oil and owing to its expansion will spread out and strike'the oil with It will be evident'from the from the nozzle of the valve will not evenbe dampened, thus proving that the oil is thoroughly broken up and vaporized and spread out in all directions. llach charge of oil that is injected into the valve casing will lift the ball valve 115 in the lower glass.

through the pipes 114, by means of pumps 121 which are arranged in a group and carried by a platform or shelf 125 extending from-the front of the engine. -The pumps 124 are arranged in pairs which are coupled together as shown .in Fig. 15, and each pair is constructed with a base 126 in which are arranged'two parallel piston-cylinders 127 in each of which operates a piston 128, all of these pistons being carried by a reciprocating block or head 129 slidingly held on guides 129 which also serve to connect the base portions of the two pairs of pumps. The piston block or head 129 is connected to one end of a connecting rod 130 pivotally connected near its opposite end to a sliding block 131 which is retained in an oscillating arm 131 piotvally connected at one end to a bracket 132 extending from the platform 12-5 and which arm has its opposite end provided with a downwardly extending lug 1323 held in a short slot 134 arranged in the inner end of a reciprocating plate 135 which is slidingly retained upon and at the outer end of the platform 125. In the outer end of the plate 135 is a crank arm slot 136 in which operates a crank 137 of an operating shaft 137 journaled in brackets 138 extending from the engine and having its lower end provided with a worm wheel 139 meshing with a worm wheel 140 which in turn meshes with a drive worm wheel 141 carried by the main crank-shaft of the engine. By thus connecting the piston block of the pumps with the drive shaft 137 it will be apparent that as the said shaft is rotatedthe block will be moved back and forth to first draw the oil into the pump cylinders and ,then force it therefrom through the pipes leading to the valve easing/s Oil is fed to the pump cylinders through pipes 142 connected to valve cylinders or casings 143 screwed into the pump casings, and the pipes are connected attheir'opposite ends with ports or passagesl lt formed in a casing 144 and which lead into a common passage 145 to which a supply pipe 146 extending from a supply tank (not shown) is connected. The

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